Tod mpd-road map-08nov09

Transit Oriented Development Connecting the pieces UTTIPEC 09.11.09

MPD 2021 identifies a current Modal Split of 60-40 (Public-Private Transport). It sets the following Targets for the near future: “ 70-30 Modal Split by 2011” “ 80-20 Modal Split by 2021” However, RITES study has recently revealed that the modal split of Delhi has actually dropped from 60-40 to 45-55 ! Clearly – the direction where we are headed is contrary to the Spirit and direction intended by the Masterplan. Clearly – a paradigm shift is needed. Where we are…. Where we want to go….

MPD-2021 Statements & Goals: 12.4.1 SYNERGY BETWEEN TRANSPORT AND LAND USE The concept of the Master Plan for Delhi 1962 was based on a poly-nodal, polycentric, distribution of work centres, largely based on road transport nodes . A major fall-out of this has been distortion between infrastructure, transport and land use. To achieve spatial balance, development should take place according to new corridors of mass movement. This has implications in terms of land use planning along major transport corridors and the Mass Rapid Transport/ Transit System . This would not only help to solve, to some extent, the enormous problems of mass transportation , but would also generate a dynamic potential for growth and employment. (p72)

MPD Statements & Goals: Major Sources of Air Pollution: Vehicular Emission = 70%; Industrial = 20%; Gensets; Cooking, etc = 10% Public transportation planning must, therefore, drive the future policy. (p57) “ The Plan contemplates a mechanism for the restructuring of the city based on mass transport.” (p3)

MPD Statements & Goals: 3.3.1. REDEVELOPMENT STRATEGY “ The proposed MRTS network will bring sizable urban area within walking distance from the proposed stations. This changed scenario provides opportunities for city restructuring and optimum utilization of the land along the MRTS corridors. … a sizable proportion of the additional population with requisite facilities and employment can be absorbed along these corridors.” (p14)

~ 60% of the urban area will be within 15-minute walking distance from the proposed MRTS stations…

Transit Oriented Development of Delhi is therefore not just about redevelopment & redensification along 500 M of MRTS corridors. It is about structuring a Transit Oriented City. Premise:

Transit Oriented Development is essentially any development – be it macro or micro scale – that induces people to prefer the use of public transit. “ Transit-Oriented Development (TOD) is compact, mixed use development near new or existing public transportation infrastructure that provides housing, employment, entertainment and civic functions within walking distance of transit. The pedestrian-oriented design features of TODs encourages residents and workers to drive their cars less and ride public transit more. Transit Oriented Development can be a significant source of non-farebox revenue for the participating transit agency. Definition Source: APTA http://www.apta.com/research/info/briefings/briefing_8.cfm TOD Definition:

The 3 ‘ D ’s of T.O.D. (High) Density Diversity (Mixed Use, Mixed Income) Design (Safe, Comfortable, active 24x7) TOD Components: (Source: Dr. Robert Cervero, U C Berkeley )

Starting with: What is NOT TOD….

Current Trends: within 5-min walk of Metro Stations 5 min bike 5 min walk NOT TOD No Walkable Design. No Street Frontage. No Diversity. Not enough Density.

5 min bike 5 min walk High Density Housing, Retail and Employment uses Recommended: Within 5 min walk of Station (500 M)… Principle A) Density & Diversity & Design: - Minimized Walking & Biking Distance / Environment from MRTS & Amenities.

High Density Housing, informal retail, commercial, public spaces. FAR bonuses provided for affordable housing, public spaces and parks, & infrastructure. 5 min bike 5 min walk Within 10 min walk of Station (1000 M)… Principle A) Density & Diversity & Design: - Minimized Walking & Biking Distance / Environment from MRTS & Amenities. Recommended:

Incorporating bicycles and pedestrians in street and building design guidelines Bike lanes in most streets Bike parking at destinations, transit stops Within 5 min Cycle or Rickshaw-ride from Station: 5 min bike 5 min walk Principle A) Density & Diversity & Design: - Minimized Walking & Biking Distance / Environment from MRTS & Amenities. Recommended:

DIMMTS Principle B) Feeder Networks: Within 500 M - Rerouted DTC buses - Battery operate feeders (p65 MPD) - Rerouted DTC buses Beyond 500 M ~ 500m Beyond 500m Pedestrians Cycles, NMVs Rapid Transit

Most of Delhi within 5 min walking/cycling/rickshaw distance of proposed MRTS. Therefore…

… Private Car: is the undesirable feeder Destination Origin Feeder MRTS Feeder Most valuable real estate should not be used for cars parked all day for 8-15% of population. Car Parking beyond 500 M Only at terminal park-n-ride Stns. 5 min walk

Location of Parking defines: TAD vs. TOD TOD: Encourages Walkability and Mixed Use eg: Dadar Station, Mumbai TAD: Separates the Community from the Station. Is Auto-oriented development e.g. Janakpuri West Station, Delhi Transit Oriented Development Transit “Adjacent” Development

Ridership: Parking Versus Joint Development Housing Surface parking 100 spaces per acre 200 rides per day All at peak period Housing = ~1.6-4 rides per unit 50-100 units/acre = 200 rides per day 100-200 units/acre = 400 rides/day Spread throughout day especially if affordable 3 Story Garage 200 spaces per acre 400 rides per day

Interconnected Street Network Small walkable blocks; Pedestrian cut-throughs every 100 M. Mix of uses to provide people of varied social groups with options to live, work and play within easy access to public transport and daily necessities. Station Shortest walking distance for Pedestrians: Principle C) Direct Connectivity - Finer Street Network for shortest routes to pedestrians & cyclists. - Faster to walk or cycle; than to drive. 400 m 800 m

Vancouver Block: e.g. 80 x 125 M 15-minute walk 5-minute walk Typical Delhi Housing Block Principle C) Direct Connectivity - Finer Street Network for shortest routes to pedestrians & cyclists. - Faster to walk or cycle; than to drive.

Vancouver Block: e.g. 80 x 125 M Typical Delhi Housing Block Concentrated traffic : Fewer, wider streets Distributed traffic : More & narrower streets Principle C) Direct Connectivity - Finer Street Network for shortest routes to pedestrians & cyclists. - Faster to walk or cycle; than to drive.

TRANSFORMATION of a similar street in Los Angeles Note: Street-lights are for Pedestrians, not cars! Remove Setbacks! Build Sidewalks!! Principle D) Public Realm Design: - Pedestrian/disabled friendly, safe, pollution free Pedestrian experience around a Mall near a Metro Stop.

Building Entries/ windows on Sidewalk (eyes on the street - provides safety for pedestrians) Remove Setbacks, Require Entries on sidewalks Regulate Maximum Block Widths, Minimum Frontages Design Street Guidelines for pedestrians, not cars! Streets for Trains, Buses, cars and Pedestrians. Built-to-edge Buildings for Safety & Comfort. Sidewalks, Bio-swales Smaller blocks, interconnected streets create shorter travel routes for pedestrians. Multimodal, pedestrian-oriented. 80-100M max. 80-100M max. Critical Zoning Laws that may need to be introduced:

Create Places, not gated developments. Build communities: Create interaction places, public plazas, markets and parks – near public transport nodes & along daily paths of people . Mix of uses to provide people of varied social groups with options to live, work, shop and play within easy access to public transport and daily necessities. Principle E) - PlaceMaking Nanjing Lu, Shanghai Mizner Park, Florida

Graded Density Feeder Routes Mixed landuse Pedestrian & Cycle friendly Design Placemaking ~500 M The TOD checklist: Direct Connectivity

Interchange Change Morphology from AutoCity to a Transit City 7 min walk To reduce car-dependence & increase transit use. Rail/ Metro BRT

Potential TOD Benefits to Delhi: Less energy consumption Less pollution Less congestion Less accidents Less parking demand Better quality living environment Better safety and security MPD VISION Global World Class Quality of life Sustainable Sustainable DELHI ECONOMIC ENVIRONMENTAL Prosperity Affordability Employment Attracting investment Flourishing entrepreneurship Equity of access Lifestyle Choices SOCIAL Equity of access to amenities, transit, infrastructure. Safety Affordability Civic Pride Heritage Democracy & Transparency Air Quality Water Quality Water & Energy Supply Climatic Comfort Cleanliness & Hygiene

Benefits to Society, to the City: Potential Benefits of TOD for Delhi Benefits to Land, Road & Service Owning Agencies: Benefits to Transit Owning Agency: Opportunity to walk/ cycle to a fast, convenient, safe and affordable Public Transport mode. Equity of access to Transit and other amenities to all sections of society. Reduced dependency of private car reduces air pollution . Opportunity to meet the housing deficit/ needs with minimal public investment. Opportunity to utilize private investment for funding of public facilities/ infrastructure/ affordable housing. Potential to generate long term funding for participating public transport agency. Opportunity to conserve environmentally sensitive/ virgin lands through compact development. Increased ridership due to more population living/working within walking distance. Value Capture for long term funding & maintaining public transportation system. Potentially increased revenue from land within TOD “influence zone”. Potential for long term funding/ maintenance of streets, parks, public spaces . City level reduced infrastructure costs (reduced length of roads, pipes, cables, tunnels, etc.) Increased feasibility for sustainable decentralized physical infrastructure .

MPD Highlights (p3): … .need to explore alternate methods of land assembly, private sector participation, and flexible land use and development norms. The success of Master Plan depends on conversion of the policies and strategies outlined in it into time bound development and action plans , periodic reviews and close monitoring. The Plan contemplates a mechanism for the restructuring of the city based on mass transport.

Achieving MPD Goals for Delhi…… Population & Employment Targets Optimum Utilization of Land Efficient & prioritized Public Transportation Reduce air & noise Pollution Meeting the Housing Deficit & Demand in a time bound manner Provide adequate and Equitable access to Infrastructure Better safety & security , & Quality of Life. Public Participation and time bound implementation. … .through T ransit O riented D evelopment?

MPD Goal: MODAL SPLIT Current: 60-40 OR: 55-45? INDICATOR: 70-30 Modal Split by 2011 80-20 Modal Split by 2021 Goal: Reduce 70% air pollution source: i.e. primarily private vehicles

Transport Model already being built! Dynamic landuse-transport modeling would help us make decisions that would achieve the desired Modal Split for Delhi

Scenario Building: Already being done by RITES… needs to be coordinated and taken further…. Evaluate Pros and Cons through Technical Evaluation Base Case Vision

MPD Goal: SHELTER Accommodating: 230 Lakh people 83.82 Lakh jobs by 2021. Providing: 3.5 lakh Redev. DUs 3.5 lakh New DUs by 2011 10 lakh Redev. DUs 14 lakh New DUs by 2021

Delhi has a long history of forced eviction of ‘illegal’ squatter or slum communities, and an equally long history of immigration into the city. The low-income population was originally living in “illegal” squatter settlements or slums or JJC – because there was not adequate affordable housing supply for them in the centre city – when they originally arrived in the city to work and aid in its economic growth. Displaced low-income population is most often located at the outskirts of the city. This puts tremendous pressure on the transport infrastructure of the city, as well as the finances of the low income families – as they have to now commute every day to their place of work in the city. Moreover, secondary sources of family income (women working locally, etc.) are often severed, thus making the family poorer. Children are disconnected from schools and new social and physical; infrastructure is not provided. Shared amenities originally available in the city centre are also out of reach after relocation. The above situation often forces the poor to move back into the city and live as squatters or slums in dilapidated conditions again, just to be close to jobs & amenities. Source: Housing and Land Rights Network, Habitat International Coalition Need: It is therefore essential that low income groups are located near their sources of employment and within walking distance of informal sources of employment like higher income households and other amenities within the city. Low income groups need to be “mixed” with other income groups in order to reduce social segregation and stigma and build civic pride. SHELTER: Spatial and social integration of ‘urban poor’ into larger urban community. Study Source: Housing and Land Rights Network, Habitat International Coalition

Low income communities have generally been located in large concentrations (from 50,000 to 1 lakh population) at a single location, without adequate provision of social amenities and infrastructure services. Due to lack of investment in civic amenities and basic social infrastructure – these areas often perpetuate unemployment, crime and very unsanitary living conditions. Mono-cultural concentration & Isolation leads to social stigma , & severe lack of civic pride. Sultanpuri, Mangolpuri – low income social ghettos of Delhi Dakshinpuri… Image Source: The Tribune, India, 2006 Seelampur, Delhi Seemapuri, Delhi Image Source: Mackenzie Berg, 2008 “ Shelter” Current large concentrations of low-income social ‘ghettos’ creating Social Stigma

Uniform densification? Or Transit Oriented Densification?

There are several possible options for delivering low-income housing near public rapid transit (i.e. Metro, BRT) and near other middle to high income homes and employment centres: Option 1: Mandatory Reservation for % of low-income housing in private developments near public transit. According to the Delhi Masterplan, all private developments are to provide and maintain 15% of the total FSI for low-income groups. Other states are likely to adopt this mandate under the JNURM guidelines. This would be a mandatory requirement for projects to obtain planning approvals. Option 2: FSI-density bonuses for market-rate developments to pay for, or construct nearby low-income communities. Density bonuses for providing and maintaining shared public parks, facilities and social infrastructure. Option 3: Government built low income housing within 800 M walking distance from a rapid transit stations, limiting the size of each community to a maximum of 250 families. Rapid Transit Station (Metro/ BRT) Low income housing (Size < 250 families) High/ Middle income housing Commercial Offices/ Light Industrial Schools/ Libraries/ Civic uses Public Parks 500 M walking radius Image Source: Paromita (Romi) Roy Source: Spatial Inclusion and Sustainable Design of low-income communities

Commercial Hierarchy: Transit based vs. Freeway based Hospitals High Density Residential/ MU HD Affordable Housing Supporting Social/ Physical Infrastructure Warehousing Wholesale Freight Industries MM Transit Interchange Comm. Centres Metro/ BRT CBD Universities Large Schools Regional Retail Stadia/ Large Sports Facilities Airports Multimodal Stations Metro

Cross Subsidization of Social & Physical Infrastructure. Benefits: (Refer: Plan NYC) Private Investment Incentives Bonuses Taxes Requisites In-situ Upgradation/ Redevelopment of slums and/ or provision of low-income housing near stations. Designated Neighborhood level Open Space Provision and Maintenance. Provision of schools and civic facilities. Maintenance of public realm.

2: Proposed Work Programme For TOD Implementation

MPD Goal: IMPLEMENTATION & MONITORING & REVIEW OF PLAN POLICIES (p128) Part 1: TOD Pilot Projects Part 2: TOD Combined Modeling Scenario – Multimodal Transportation - Landuse Coordination Transit Oriented Development – Implementation Overall TOD Vision Document + Draft Policy Framework + 3 months Prepared in consultation with TOD Core Team (DDA Depts. MCD Plg. & DIMTS) Two parallel exercises that inform each other

TOD ‘Test Sites’ for implementation: Infill TOD Greenfield TOD Redevelopment TOD Stage 1: Compliant with MPD Stage 2: With changes to MPD VARYING BY: Locational Context Public Need Ownership Implementation model

VISION ISSUES GOALS TARGETS DRAFT Policy Guidelines DRAFT Urban Design Guidelines Pilot Project: Type 1 Action Plan + Implementation (LAP) + Monitoring Pilot Project: Type 2 Pilot Project: Type 3 TOD in Delhi: Vision & Policy Framework Diagram Review / Feedback Loop TOD Principles

B M M M B B M Proposed Pilot Project 1: ITO R M 500M influence zone of MRTS corridor. [infill TOD] Regional Railway Station Metro Station DTC Bus Depots M R B

“ The development of the Metropolitan City Centre in harmony with the existing urban form of the classical Connaught Circus and multi-storeyed buildings in its extension is envisaged to bring in visual integration in the overall urban form. The areas included in the Metropolitan City Centre would be Connaught Place & Extension (Janpath, Sansad Marg, Baba Kharag Singh Marg, Panchkuian Road, Barakhamba Road, Kasturba Gandhi Marg), Gole Market, Mandi House, Pragati Maidan, Indraprastha Estate. An integrated plan incorporating urban design, landscape, traffic and transportation schemes, safe pedestrian walkways, parking areas, recreational and cultural areas etc. is to be prepared for its development.” (p31) 11.1.1 METROPOLITAN CITY CENTRE (p65) Connaught Place and Extensions The various proposals are: (i) Detailed Urban Design and Landscape Schemes should be prepared to integrate MRTS stations, safe pedestrian walkways, parking areas, recreational and cultural areas, etc. (ii) The intermediate public transport such as monorail, battery operated / high capacity buses, sky buses should be introduced to increase the mobility within the City Centre. (iii) Activities such as viewing gallery, open-air theatres, amusement parks, mini-golf courses/sports activities, food plazas etc. should be introduced to make them more attractive even after working hours. (iv) The envelope, FAR, architectural features of the buildings in the Connaught Circus - Connaught Place should be retained as existing. (v) Continuity of the sidewalks should be maintained in terms of the width, surface treatment, curb cuts, tree and street furniture locations, for the pedestrians and disabled. (vi) Use of alternative renewable sources of energy should be encouraged for new buildings (especially those of commercial or institutional nature), traffic signals and public signage, etc. (p65) … the existing height shall be maintained and FAR could be achieved by increasing proportionate ground coverage. (p35) --- IX. GOVERNMENT OFFICES / DISTRICT COURT: Redeveloped / Upgradation Target - 3 years for Aresa located in MRTS influence zone MPD Vision for MCC including ITO Area:

Proposal for ITO – Infill Type Sustainable TOD Pilot Project ITO would be an ideal Pilot Project for Infill TOD because: It has 2 Metro Stations & 1 Ring Railway Station, therefore most of the area falls under the 500M MRTS influence zone It is a major civic destination/ centre for the city with several government offices, institutions, newspaper offices, museums and informal markets. Due to the presence of these uses, it attracts people of various age groups and interests into this city sub-centre. It is a major thoroughfare as well as destination for the city, and therefore functionally significant. It is environmentally significant due to its proximity to the Yamuna, presence of a Nallah corridor. The presence of the power plants – which is a potential hazard – is also a potential resource, as waste heat, water and ash (if applicable) could be recycled to provide raw material as well as energy for govt. Buildings of the area. Given the above opportunities and constraints, ITO has the ability to be transformed into a premier civic destination for the city, a model sustainable district and great source of pride for the people working and visiting the area on a regular basis. MPD Vision for MCC including ITO Area:

Proposal for ITO – Infill Type Sustainable TOD Pilot Project Location of 2 Metro Stations & 1 Ring Railway Station, therefore most of the area falls under the 500M MRTS influence zone. It is a major civic destination/ centre for the city with several government offices, institutions, newspaper offices, museums and informal markets. Due to the presence of these uses, it attracts people of various age groups and interests into this city sub-centre. It is a major thoroughfare as well as destination for the city, and therefore functionally significant. It is environmentally significant due to its proximity to the Yamuna, presence of a Nallah corridor. The presence of the power plants – which is a potential hazard – is also a potential resource, as waste heat, water and ash (if applicable) could be recycled to provide raw material as well as energy for govt. Buildings of the area. M R M b b b b b b ITO has the ability to be transformed into a premier civic destination for the city, a model sustainable district and great source of pride for the people working and visiting the area on a regular basis.

Decisions Needed from TOD Subgroup Meeting: Selection of Pilot Project Sites (DDA, MCD) Allocation of Roles for TOD-RoadMap Tasks (see next slides)

Transit Oriented Development : The ROADMAP

CSE Pradeep Sacheva Oasis Designs Samarthyam DIMTS TRIPPs MCD, PWD, NDMC Expert Contributors:

Revise Parking Laws to delink it from landuse and link it to spatial proximity to public transport facilities. ( MCD, NDMC, DDA ) low ECS or no/expensive parking within 10 min walking distance of MRTS stations enforcement of cycle parking provisions as % of required ECS. congestions pricing in areas well served by public transport. park and ride/ park and walk policies shared parking options drop off vs parking provisions HOV lanes in street design standards to encourage carpooling ( DIMTS, RoAs ) Mega carpool scheme ( CoT ) GOALS & STRATEGIES:

Revised Taxation Laws for buses. Cross Subsidization from Congestion Pricing, Parking fees, advertising, etc. ( CSE ) Land Development Rights to be given to Metro, BRT & DTC - to fund long term public transportation supply & improvements ( CoT, DMRC, DIMTS, DDA ) GOALS: High Quality, Speed & Comfort (ITS/ Grade Separation) Efficient Feeder Network. (Rerouting of DTCs, more feeders, Dedicated HOV lanes) Walking-Cycling Connectivity FUNDING STRATEGIES:

Tod mpd-road map-08nov09

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